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Thanks for all the response. The application is watercooled turbo inline engine with an open deck. I suppose I could integrate the o-rings as the primary sealing of the cylinders and bore out a MLS headgasket to accomodate the rings and provide ample coolant / oil galley seal. I'm going to...

Greg, that's exactly what I am referring to. Could you elaborate on it's benefits please?

I noticed the Subaru's in WRC are using a "headgasketless" (in the normal sense of a single MLS or graphite gasket) design in order to improve cylinder sealing under high boost situations. It involves using a compressible ring in order to provide chamber seal and the remaining seal is bare metal...

You want to run the engine at about a 11.5 - 12:1 ratio (variable on compression ratio, ignition) under full load.

Evelrod -- I know, I was just throwing out my experience with CW's in a racing environment.

NickE -- True, but I am willing to bet he can't push the car as fast as the engine can propel it. The car must first finish, then the driver can win.

In racing form I have seen good amounts of reduced bearing wear by running an 8 counter weight crankshaft versus a 4 counter weight crankshaft. Naturally the 8cw crank has the side effect of increased windage and weight, but those can be addressed rather cost effectively. This is on an inline 4...

I would look to removing mass off of the vehicle and reducing drag if you are at highway speeds constantly (ie. driving slightly slower can net big gains in drag reduction). You can also develop a curved front air dam to help re-direct airflow away from high drag areas such as tires. I've seen...

Given the frequency of oscillations wouldn't a gaitor also promote shock overheating to a small degree?

Carbon fiber would probably have high oxidation rates under such high heat. I don't think it's a well suited application, especially in a heat pump like a rotary. I've used titanium in the past to some success in brake backing plates.

I have an S13 as well. If you are going for functionality and affordability then I would not overlook the Koni 8611 shock. They have just started integrating digressive valving as standard (was an option before) into the shocks so they would be effective for dual usage. They offer multiple...

That sounds like a pretty interesting gig Mike.

You can get 62% out of it if you line the cylinder walls with some snake oil :)

Locally I have seen enourmous power output from compound charging. Essentially you run a pair of turbochargers, one feeds the intake of the other effectively increasing boost pressure. If you are looking for sheer peak output that might be something to look into. Don't overrule trim and...

Womble, First off thanks for the reply. Secondly, I am planning to move up to the T4 divided housing with a new manifold design using 321 Stainless. The current manifold I have is 321 and it has held up to track usage and moderately aggressive anti-lag. I am inquisitive about the usage of...

Well within the turbo dynamics you sometimes can move up in sizing without alot of lag difference; which is essentially what I am trying to determine. The engine makes ~630whp at 24 PSI, peak torque is at 6700 RPM, peak power at 9200 RPM. I also have the benefit of running variable VE curves...

Warpspeed, I am running a Garrett GT3582R on my engine currently. It produces a little over 600whp @ 9200 RPM. Sizing the turbocharger in relation to the high flow requirements (10700 RPM Peak) and the small displacement (2.0L) was a bit of a task. Fortunately the surge housing was available for...

To my understanding turbine efficiency (in a turbocharger) is related between pressure ratio and mass flow. Wouldn't the efficiency also be related to the shaft RPM of the turbine as well as the angle of attack created by the housing's acceleration of the exhaust gas? Ie. Moving from a .63 A/R...

The engine isn't going to require any block work, the power I will be making is relatively low. I am seeking response and a wide powerband. My next hurdle is overcoming the engines tendency to lose it's rockers. Thanks for the response, I am just trying to look at things from all angles...

I would like to get an idea of what I am facing by utilizing titanium material vs. conventional materials. Mainly the adverse conditions they bring up. I would also like to hear your opinions as well. The engine is a 4-cyl. 2.oL (86mm x 86mm) engine. I plan to use titanium rods, and titanium...